Mechanism or apparatus for controlling, retarding, and arresting the motion of engines or vehicles when traveling.



P; J SHHM'EN. MECHANISM 0R APPARATUS FOR CONTROLLING, RETARDING, ANDARRESTING THE MOTION 0F ENGINES 0R VEHICLES WHEN TRAVELING.

APPLICATION FILED APR. l4. I908.

Patented Aug. 17; 1915.

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P. .I. SIMMEN. V MECHANISM 0R APPARATUS FOR CONTROLLING, RETARDING, ANDARRESTING THE MOTION 0F ENGINES 0R VEHICLES WHEN TRAVELING.

APPLICATION FILED APR. I4. 1908.

Patented Aug. 17, 1915.

6 SHEETSSHEET 2.

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' Mineaaas P. J. SIMMEN. MECHANISM 0R APPARATUS FOR CONTROLLING,RETARDING, AND ARRESTING THE MOTION 0F ENGINES 0R VEHICLES WHENTRAVELING. APPLICATION FILED APR. 14, 1908.

l l 50, 308. Patented Aug. 17, 1915.

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P. J. SIMMEN. MECHANISM OR APPARATUS FOR CONTROLLING, RETARDING, ANDARRESTING THE MOTION 0F ENGINES 0R VEHICLES WHEN TR'AVELING. APPLICATIONFILED APR. 14. 1908.

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mlflessaa Patented Aug. 17, 1915.

P. I. SIMMEN. MECHANISM 0R APPARATUS FOR CONTROLLING, RETARDING, ANDARRESTING THE MOTION Patented Aug. 17, I915.

$HEET$3HE T I II I IIIIII- IIIIIII APPLICATION FILED APR. I4, 1908.

OF ENGINES 0R VEH-ICLES WHEN TRAVELING.

III I II IKIIIIII P. J. SIMMEN. MECHANISM 0R APPARATUS FOR CONTROLLING.RETARDING, AN D ARRESTING THE MOTION 0F vENGLNES 0R VEHICLES WHENTRAVELING. APPLICATION FILED APR. 14, 1908.

1,150,308. v PatentedAug. 17,1915.

6 SHEETS-SHEET 6.

w to P F 0 E- E-u P IO e 1 m" a E flI M new gvwemkoz Paul J. Simmendwzoom F swa chm wet UNITED STATES PATENT OFFICE.

PAUL SIMMEN, OF LOS ANGELES, CALIFORNIA.

MECHANISM 0R APPARATUS FOR CONTROLLING, RETARDING, AND ARRESTING THEMOTION OF ENGINES OR VEHICLES WHEN TRAVELING.

Specification of Letters Patent.

Patented Aug. 1'7, 1915.

Application filed April 14, 1908. Serial No. 427,080.

gine. The invention, however, is useful for any kind of engine orvehicle propelled by any motive power, such as electrically propelledcars on railways, or automobiles on highways.

The object of the invention is to control the speed of such vehicle andparticularly to provide such a control if the person in charge thereoffails to observe danger, or other signals, which he should observe andwhether the vehicle be traveling forward or backward. Its noveltyconsists in the construction and adaptation of the parts, as will bemore fully hereinafter pointed out.

In the drawings, Figure 1 is a vertical section through a box containingthe controlling devices and-connected parts which are shown inelevation; Fig. 2 is a similar "iew taken on a plane at right angles tothe section plane of Fig. 1; Fig. 3 is a detail of the connections .tothe propulsion control system; Fig. 4 is an end elevation of thecontroller solenoid; Fig. 5 is a plan of the parts beneath the box coverwhich is shown broken away in part; Fig. 6 is a side elevation andpartial vertical section of alocomotive showing the manner of attachingand connecting several parts of the mechanism;

Figs. 7 and 8 are enlarged sectional details of the air valve; Fig; 9 isan end elevation and partial vertical section through the locomotivecab; Fig. 10 is a side elevatipn of the locomotive truck and contactshoe; Fig. 11 is a section on the plane of the line H in Fig. 10 and adiagram of the signal lamp circuit; and Fig. 12 is a similar diagram ofthe circuits used in connection with signal rails; Fig. 13 is a diagramof the cab cirthe tube L are screws L cuits used in connection with thecircuit of Fig. 12, and Fig. 14 is adetail of the automatlc device forrestoring the brakes and steam supply to their normal position.

In the drawings, A is a box adapted to contain parts of the apparatusand preferably secured at a convenient place within the cab of thelocomotive by any suitable means. It is provided with a bearing Cthrough which passes and in which rotates a spindle D rotated by meansof a beveled gear R secured thereto and meshing with a similar gear Rsecured upon one of the axles P of the locomotive, (see Fig. 6). Aboveits bearing the spindle C is provided with a spur gear F and above thatwith a centrifugal governor H of usual form and the lower slidablcmember of which H is extended to form a sleeve H adapted to slide alonga spindle and terminating in an expanded flange I The box A is alsoprovided with a bearing C through which passes and in which rotates aspindle K provided with a spur gear Kwhich meshes with and receivesmotion from the gear F and which spindle is provided with threadsindicated at K for the major portion of its length. Above such threadedportion it is unthreaded and provided with an annular flange K and abovethat with a. short threaded portion K A spring K is coiled around aportion of the spindle for a purpose which will presently appear.

Adapted to surround the threaded portion of the spindle K is acontroller L in the form of a sleeve having a bore large enough to clearthe threads K It carries a projecting tube L which should be made ofnon-magnetic material as brass, and surrounding which is a coil Lof'insulated copper wire. Inside of the tube L is a soft iron core Lhaving a flange L at its outer end and teeth L adapted to engage thethreaded portion K of the spindle K at its inner end. Threaded into theouter end of which pass through holes in the flange L5 and prevent anyrotation of the core L and keep its teeth in position to engage thethreads K A spring L serves to keep the core normally out of suchengagement. Guides L" and 11 suitablv securedto the sides of the box(see Fig. 5) prevent any rotation of the controller L during itsvertical travel. It is ob vious that when the coil L is energized thecore L will move forward into threaded engagement with the spindle K andsuch engagement will cause the controller L to travel along the spindle.If such travel is upward and the coil is then denergized the controllerL will fall to its original position resting upon the spring K coiledaround the spindle for that purpose. If such travel is downward it willcompress this spring and when the coil is deenergized the spring willlift the controller L to its original position.

Suitably pivoted on brackets M and M secured to the side of the box Aare bell crank levers M and M, the horizontal arms of which extendacross the path of the controller L in either direction and at pointsequidistant from its normal inactive posi: tion. \Vhen the coil L isenergized this controller will move upward or downward depending uponthe direction of rotation of the spindle K which in turn depends uponthe direction in which the locomotive is traveling. When the rotation ofthe spindle K has carried the controller far enough in either directionit will contact with the lever M or M as the case may be, and rock it onits pivot. Links M and M connect these levers by a common pivot M with arod M so that a movement of the controller against either lever willpull the rod M toward the controller. Attached to the rod M is a collar6 (see Fig. 14), and between it and the side of the box A is arranged ahelical spring 0 which is compressed during the inward movement of therod l\ 14 and which when the pressure of the controller L against thelever M or the lever M is released, will restore the rod M to itsoriginal position. This collar 0 may be moved along the rod M andsecured in place after such movement by means of the set screw providedfor that purpose. Such movement will necessarily limit the distancebetween the terminal arms of the levers M and M and consequently willlimit the extent of the travel of the controller.

Mounted at any convenient place on the locomotive is the usual trainpipe Q (see Fig. 6) leading to the compressed air-brake system andprovided with a branch Q, leading to a casing indicated at Q and containing a three-way valve Q, (see Figs. 7 and 8) provided with a handle Q,adapted to be moved from the rod M by means of a lever and linkmechanism indicated at Q. From the casing Q, a pipe Q leads to acompressed air cylinder Q, containing a piston Q)" provided with a rod Qterminatmg in a hook Q adapted to engage a trip P. A coiled spring Qtends to push the piston Q toward the end of its cylinder against thepressure of the air therein.

P is the steam dome of the locomotive, P is the usual steam pipe thereinleading to the cylinder.

P is a throttle valve controlling the pipe P and adapted to be moved bya valve rod P through the lever and link mechanism indicated at P and P.At its opposite end the rod P passes through a stufiing box P at the endof the boiler shell and is provided with the usual toothed quadrant P(see Fig. 9). A latch P" is slidably mounted upon a lever P pivoted to alink P pivoted in turn to the rear end of the boiler shell and whichlatch is adapted to engage the quadrant P whereby the throttle valve maybe held in any desired-position, the trip P being adapted to withdrawthe latch I out of engagement with the quadrant T. The purpose of thiswhole mechanism is to control the steam supply through the valve 1 andthe brake system through the valve Q, whenever the movement of thecontroller L actuates the rod M and to use the intermediate air cylinderQ to magnify such movement to properly operate the rod 1. When the rod Mis moved toward the cab the valve Q, is turned from the position shownin Fig. 7 to that shown in Fig. 8, which causes the air to escape fromthe pipe Q} and results in the application of the brakes. It alsoreduces the air pressure in the cylinder Q and causes the rod Q, tomove, and the hook Q, strikes the trip P" and withdraws the latch P fromthe quadrant P, and moving the rod P shuts off the steam from thecylinder of the locomotive.

\Vithin the box A there is provided a support I of suitable insulatingmaterial to which is secured a bracket J on which is adjustably mounteda threaded rod J to the lower end of which is pivoted a lever J providedon its upper side with a compressible contact spring J constituting anelectric terminal. port I is a threaded terminal J and a binding post Jboth insulated from the bracket J but not from each other. The outer endof the lever J is in the upward path of the flange H of the governor Has it slides on the spindle D. An electric conductor b leads to theterminal J and another electric conductor 6 leads to the terminal J ashereinafter described.

Pivoted to a bracket N at the upper part .of the box A is a flat springN carrying a lever N provided at its outer end with a tooth N adapted toengage the threads K on the spindle K, and also carrying an insulatedcontact spring N constituting an electric terminal and adapted whenmoved upwardly to touch a contact screw N secured within the box andwhich also constitutes an electric terminal. An electric conductor bleads to the terminal N and an-' Also mounted on the sup-' otherelectric conductor 6 leads to the terminal N Also secured at the top ofthe box is a relay 0 having terminals 0 and O and a pivoted armature 0adapted to move between contact screws 0 and 0 constituting electricterminals, the terminal 0 being connected to the electric conductor 1)and the terminal 0 to the electrical con ductor I), (see Figs. 1 and12).

T and T are traction rails on which the wheels of the locomotive move.The track is divided into blocks and at suitable intervals and one pairfor each block, "there are arranged signal rails about a half a mileapart, each rail being about fifty feet long,

one of the rails T is termed a caution rail and the other rail T istermed a home rail.

- They are connected by a conductor T (see Fig. 12) and are insulatedfrom the traction rails and from the ground. Each of these rails areprovided with a ramp or bevel at each end.

The locomotive is provided with a contact shoe and switch as follows:Suitably supported between two axle boxes on the locomotive truck is abracket S (see Fig. 10) having a depending member S to which is pivoteda laterally extending lever S (see Fig. 14) carrying a curved shoe Sadapted to contact with the signal rails T and T Pivoted at anyconvenient place on the truck is a. movable member S adapted to be movedfrom the lever S by a link S. This constitutes an electric terminal andis connected to the electrical conductor I). Also secured at aconvenient place on the truck is a fixed member S constituting anelectric terminal connected to a small lead wire from a conductor aThese two members S and S constitute an electric switch. It will beunderstood that all of the parts are properly insulated to preservetheir conductive functions.

The equipment comprising the shoe S and terminals S and S isused for thepurpose of opening and closing a local electrical circuit on the cab'ofthe locomotive. Mounted at any-convenient place on the 10- comotive is alocal battery I) (see Figs. 1 and 13) from one side-of which a conductor5 leads to a second conductor 12 connected to the armature 0 of therelay 0, and also leads to a third conductor- 6 running to the terminalNFrom the other side of the bat tery ba conductor b 'leads to the coil Lof thecontroller Land thenceto a conductor b which leads tothe terminalJ From the terminal 0"" a'conductor b leadsto the 'terminal J a branchconductor 6 leading nal O of the winding of the relay 0, and a secondconductor a? leads from the other terminal 0 of the relay winding to theshoe S with a branch to the fixed terminal S of the shoe switch.

It will be understood that there is provided the usual continuous trackcircuit. This consists of the traction rails T and T divided into blocksas usual, and insulated from each other, a track battery X (see Fig. 12)and a track relay 2 connected by its winding to both traction rails andwhich relay is provided with an armature T 1 This relay when energizedcloses a circuit through a contact T and when denergized opens suchcircuit. The armature T is normally in contact with the contact '1 andthe circuit referred to is closed. Whenever a Wheel axle P passes on tothe rails T and T it forms a shunt circuit for the battery X, and therelay 2 is deenergized and the armature T ceases to contact with themember T and opens the circuit referred to. This circuit which may beconveniently called a control circuit includes a battery a one for eachblock or one centrally located with conductors T leading to the armatureof the track relay of each block. In Fig. 12 there is shown a localbattery with a conductor T leading to one end of the armature T andanother conductor T leading from the opposite side of the battery a tothe ground m or to one of the track rails T. From the terminal T aconductor T leads to the home rail T whence a conductor T leads to thecaution rail T. The purpose of this track equipment is to energize thehome and caution rails located at one block, when the block ahead isclear and to deenergize such rail when the block ahead is occupied by atrain or is otherwise in a dangerous condition.

hen one of the shoes S is on a single rail T for instance, as shown inFig. 13, the

terminals S and S are separated and the the battery (L The result isthat thearmature-O is drawn'into contact with the terminal O, and thecab circuit from the battery I) through the controller L remains open,and the speed of the locomotive is not controlled. This condition of thecab circuit is maintained as the shoe S passes off of the signal rail Tbecause the lever S" dropsby gravity and closes the switch by causing acontact of the terminals S and S. This establishes a circuit through theterminal S, the conductor a the relay coil 0, the conductor a, thebranch conductor 6 the battery I), the conductors b and b the armature 0the terminal 0, and the conductor 1) to the terminal 8. This retains thearmature O in contact with the terminal 0 and keeps open the cab circuitfrom the battery Z) through the controller coil L Suppose now that thelocomotive passes over a signal rail T which is denergized. lVhen theshoe S contacts with such rail the lever S is lifted and the terminalsceases to contact with the contact 8, thus breaking the circuit from thebattery I) through the relay 0'. This relay is no longer energizedthrough the conductor a and the conductor a because the rail T is nolonger energized from the battery c. Therefore, the armature 0 dropsinto contact with the terminal 0 but no circuit is formed through thebattery I) and the controller coil L unless the terminals J 7 and J arein contact and no contact of these terminals will exist unless the speedof the locomotive is sullicient to cause a rotation of the governor H tosuch an extent that the flange H will contact with the lever J and liftthe terminal J 7 into contact with the terminal J If such contact hastaken place then a circuit is formed from the battery I; through theconductors Z) and b the armature the terminal 0 the conductor 5 theterminals J and J the conductor b the coil L and the conductors b and 6which circuit energizes the core L and causes its teeth L to engage thethreads K on its spindle and the controller L begins to travel along thespindle until it contacts with one of the levers M or M and through therod M operates the brake mechanism and shuts off the steam. The circuitthrough the coil L is maintained after the shoe S has passed off of thesignal rail because the armature O continues in contact with theterminal 0 until the shoe S again contacts with an energized rail whichwill cause a current to pass through the relay 0' as above described,and will lift the armature 0 from the terminal or a reduction in thespeed of the locomotive will cause the flange H of the governor to fallbelow the lever J and opens the switch constituted by the terminals Jand J It should be noted, therefore, that the controller L is not set inmotion unless a danger condition exists in connection with a speed abovea predetermined limit. If a danger condition exists when the speed isnot above such limit while it is true that the armature 0 will be incontact with the terminal 0, nevertheless, there will be no circuitthrough the controller coil L until the terminals J 7 and J 8 arebrought into contact by reason of the movement of the governor upwarddue to a speed sufiicient to lift it to that point.

Suppose that the engineer sees the controller L begin to move, andbefore it contacts with the levers M or M reduces his speed. The resultwill be that as soon as the flange H of the governor falls far enough tobreak the contact of the terminals J and J the circuit through the coilL" will be broken and the controller L will be returned to its normalposition. If the engineer does not so act, then the controller willcontinue to move until it will contact with one of the bell crank leversM or M and will move the rod M to put on the brakes and shut off thesteam. In that case, the speed will be reduced and when lowered to arate as predetermined, the flange H will fall, the terminals J 7 and Jwill separate, the controller L will be returned to its normal position,the bell crank levers will be returned to their normal position by thespring 6 and the parts will be in operative condition as before. Shouldthe engineer again increase his speed, while danger conditions continueto exist, as soon as the predetermined limit is reached the movement ofthe governor flange H will cause the terminals J and J again to contactand the controller L will again be set in operation, and such actuationof the controller will take place so long as the danger conditions existwhenever the predetermined speed is exceeded.

It will be noted that the circuit through the terminals J and J is notestablished unless and until a predetermined speed is arrived at. It isobvious, however, that a mere change in the size or position of thelever J 3 for instance, by the adjustment of the screws J 2 or J willsuffice to reduce the predetermined speed limit to a very low one, oreven to zero if desired. It will also be noted that the controller Ldoes not act upon the levers M or M until it has traveled a certaindistance along the spindle K which distance is obviously a function ofthe distance traveled by the locomotive from the place where the speedlimit was exceeded and the terminals J 7 and J caused to con tact witheach other. It is therefore obvious that a mere change in the size ordirection or position of these levers M and M, or a mere change in thesize of the controller sleeve L, or in its initial position on thespindle' K will suffice to reduce this distanceto a very small quantityor to Zero if desired. Therefore, by reducing the distance which theflange H must travel before it contacts with the lever J the controllerwill begin to move as soon as or almost as soon as, danger conditionsexist, and by lengthening the controller L or changing the positions ofthe levers M or M as indicated, the controller will begin to act on therod M as soon as,

or almost as soon as, the speed limit is exceeded.

It'will be understood that the controller L is operated whether thelocomotive is movingbackward or forward. If moving forward thecontroller L is moved upwardly andv if moving backward the controller Lis moved downwardly by reason of the reverse movement of the Wheel axlesand of the spindle K'.- When however a locomotive is as the locomotiveis movingforward, the

tooth N on the lever N is pressed downward by the threads K and theterminals N 6 and N are kept apart, but when the locomotive is backing,the tooth N engages the threads K and the lever N with its terminal N iscarried upward until it contacts with the terminal N. This establishes acircuit through the coil L of the controller Ljust as soon as theterminals J 7 and J 8 are brought into contact when the speed limitisexceeded, such circuit being from the battery I; through theconductors b and b the terminals N and N, the conductors b and b, theterminals J and J the conductor b the coil L, the conductors b and b tothe battery I; (see Fig. 13). As the position of the contact springconstituting the terminal N is adjust-able on the lever N and thecontact screw constituting the terminal N is adjustable also, the timeof the initial contact of the terminals N and N may be varied ifdesired.

It is obvious that if the controller L is within the range of vision ofthe operator he will know when it begins to move that danger conditionsexist and the speed limit has been exceeded, but as the controller doesnot move until both of these conditions obtain, he would not otherwisebe informed of the existence of danger conditions when the speed limitis not exceeded unless indeed the distance to be. traveled by the flangeH before it caused. the terminals J7 and J to contact were reduced tozero. It is desirable that he should beinformed of the existence and theswinging of the armature 0 from contact with the terminal 0- to contactwith,

the terminal 0 Advantage istakenof this to provide a visibledangersignal, to the operator and to that end a danger signal lamp Whenthese conditions do arise the X conventionally colored red is placed incircuit with the battery 6 and the terminal 0 and a clear signal lamp Xconventionally colored green is placed in circuit with the battery b andthe terminal 0 (see Fig. 11). Then normally with the armature O incontact with the terminal 0 the green lamp glows continuously whetherthe shoe S is on an energized signal rail or beyond such rail, but assoon as danger conditions exist and the shoe S contacts with and passesa deenergized signal rail, the arma ture 0 contacts with the terminal 0and the red light glows.

In describing the electrical circuits used for the operation of theapparatus, I have hereinbefore referred to a closed circuit under acertain condition, and an open circuit under the reverse condition. Itis evident that the opposite condition of the circuit will operate theopposite as well, so long as an electrical change in the circuit isproduced. For instance, the circuit through the coil L may be normallyclosed, the same being opened when a danger condition exists.

What I claim is:

1. A system of speed control for a locomotive moving along a trackwaycomprising means in the cab of the locomotive for indicating safety ordanger, wayside means intermittently controlling said cab carried means,means for automatically causing the cab carried means so controlled topersist until changed by the wayside means, and means for automaticallycontrolling the speed of the locomotive by the said cab carried meanswhenever the speed exceeds a predetermined limit and a danger conditionis indicated by such means.

2. A system of speed control for a locomotive moving along a trackwaycomprising means in the cab of the locomotive for indicating safety ordanger, wayside means intermittently controlling said cab carried means,means for automatically causing the cab carried means so controlled topersist until changed by the wayside means, means on the cab adapted tocontrol the propulsion devices of the locomotive to vary its speed, andmeans adapted to be automatically controlled by the cab carried means tooperate such control devices whenever such means indicate danger and thespeed is excessive. 3. A system of speed control for a locomotive movingalong a trackway, comprising. means in the cab of the locomotive forindicating safety or danger, wayside means intermittently controllingsaid cab carried means, means for automatically causing the cab carriedmeans so controlled to persist until changed by the wayside means, meanson the cab adapted to control the propulsion devices of the locomotiveto vary its speed, and means adapted be automatically controlled by thedanger indicating means to operate such control devices whenever suchmeans indicate danger and the speed is excessive, and means forrestoring normal conditions in such control devices whenever the dangerindication ceases or the speed is reduced to a safe rate.

4. A system for controlling the speed of a locomotive, or the like,comprising a trackway along which the locomotive is adapted to traveldivided into blocks, a device on the locomotive adapted when actuated tocontrol its speed, an electric circuit on the locomotive including thecontrolling device and adapted when energized to actuate such device, anelectrically operated device carried by the locomotive for controllingthe circuit, and means in each block adapted to cause the energizationof such controlling device whenever danger conditions exist in a blockadjacent to the 'one on which the locomotive is traveling, and thelocomotive is at the saine'time traveling at a speed greater than apredetermined minimum.

5. A system for controlling the movement of a vehicle along a trackway,divided into blocks, comprising devices adapted automatically toindicate a safe or danger condition in each block, separate meanscarried by the vehicle adapted to indicate safe or danger conditions,means for operating automatically the latter means from the former asthe vehicle passes along the track, means for automatically maintainingthe indication on the vehicle after its initial operation until it ischanged by a change in the track indications and means adaptedautomatically to control the speed of the vehicle from the indicatingmeans on the vehicle.

6. A controlling apparatus for a railway comprising a track divided intoblocks, signal rails for each block, means for varying the electricalcondition of such rails, depending upon the safe or danger condition ofeach block, a vehicle adapted to move along the track and provided withmeans for propelling and retarding it, in combination with means carriedby the vehicle adapted automatically to shut off the propelling powerand apply the retarding power whenever the electrical condition of thesignal rails in the block along which the vehicle is travelingcorrespond to danger and the speed of the vehicle is excessive.

7. A controlling apparatus for a railway comprising a track divided intoblocks, signal rails for each block, means for varying the electricalcondition of such rails, 'depending upon the safe or danger condition ofeach block, a vehicle adapted to move along the track and provided withmeans for propelling and retarding it, in combination with means carriedby the vehicle adapted automatically to shut off the propelling providedwith an air brake system, of a device for shutting off the steam andsimultaneously putting on the brakes, comprising a threaded shaftoperatively connected with the running gear of the locomotive, athreaded traveling controller normally held out of engagement with suchshaft and means for automatically causing such engagement whenever thelocomotive being in a danger zone, exceeds a predetermined speed.

9. The combination with a locomotive provided with an air brake system,of a device for shutting off the steam andsimultaneously putting on thebrakes, comprising a threaded shaft operatively connected with therunning gear of the l0comotive,a threaded controller adapted to engagesuch shaft and when so engaged to travel along the same and a connectionwith the steam supply and air supply of the brake system adapted to bemoved from said controller at a predetermined point in its line oftravel.

10. A track divided into blocks, signal rails for each block, means forenergizing and de'c nergizing such rails, a steam locomotive adapted tomove along the track, an air brake adapted to retard its movement, agovernor on the locomotive moving in accordance with its actual speed, adevice for controlling the admission of the steam to the locomotivecylinders, and for releasing the air from the brake system, and meanscontrolled by a predetermined electrical condition of the rails foroperating such device automatically whenever the locomotive passes intoa danger zone along the track and the speed of the locomotive simultaneously exceeds a minimum rate.

11. A track divided into blocks, signal rails for each block. means forenergizing and decnergizing such rails, a steam locomotive adapted tomove along the track, an air brake adapted to retard its movement agovernor on the locomotive moving in accordance with its actual speed, adevice for controlling the admission of the steam to the locomotivecylinders, and for releasing the air from the brake system, and meanscontrolled by a predetermined electrical condi tion of the rails foroperating such device automatically whenever the locomotive is in adanger zone and its speed exceeds a predetermined rate, after it haspassed a predetermined distance.

1:2. In an apparatus of the character deenergy carried by the vehicle, amovable terminal in circuit therewith and located in the path of thespeed device whereby when the speed of the vehicle reaches apredetermined rate, contact is made with such terminal, and mechanismincluding wayside means for automatically making the circuit inactiveunder predetermined conditions.

13. An apparatus for controlling the speed of a moving vehicle providedwith propelling and retarding mechanism, comprising a control deviceadapted to be moved in one direction, a connection with the propellingand retarding mechanism adapted to be actuated by the control deviceafter the latter has moved a predetermined distance, whereby when soactuated the speed of the vehicle is reduced, and means adaptedautomatically to move such control device whenever the speed of thevehicle exceeds a certain limit and other danger conditions exist.

14. An apparatus for controlling the speed of a moving vehicle providedwith propelling and retarding mechanism, comprising a control deviceadapted to be moved in one direction, a connection with the propellingand retarding mechanism adapted to be actuated by the control deviceafter the latter has moved a predetermined distance, whereby whcn'soactuated the speed of the vehicle is reduced, and means adaptedautomatically to operate such control device including a device on thecab adapted to indicate danger or safety conditions along the track incombination with means constituting a wayside control of such indicatingmeans.

15. An apparatus for controlling the speed of a movingvehicle providedwith propelling and retarding mechanism, comprisinga control deviceadapted to be moved in one direction, a connection with the propellingand retarding mechanism adapted to be actuated by the control deviceafter the latter has moved a predetermined distance in either direction,whereby when so actuated the speed of the vehicle is reduced, and meansfor automatically restoring the parts to normal conditions when thespeed of the vehicle is so reduced.

16. An apparatus for controlling the speed of a movingvehicle providedwith propelling and retarding mechanism, comprising a control deviceadapted to be moved in one direction, a connection with the propellingand retarding mechanism adapted to be actuated by the control deviceafter the latter has moved a predetermined distance in either direction,whereby when, so actuated the speed of the vehicle isreduced, and

means adapted automatically to move such control device whenever thespeed of the vehicle exceeds a certain limit and danger conditionsexist, and means for automatically restoring the parts to normalconditions when the speed of the vehicle is so reduced.

17. The combination with a .vehicle, of

propelling and retarding mechanism, a conelectrical circuit on thevehicle at the second 18. The combination with a vehicle, of

propelling and retarding mechanism. a controller for operating the sameto reduce the speed of the vehicle, and means for moving the controllerto, an operating position, including a solenoid in the controller, anelectrical circuit on the vehicle including said solenoid and normallyopen at two places, means for closing it at one place by a currentoutside the vehicle including wayside controlling means having anintermittent operation, and means for closing it at the second placeincluding a device carried by the vehicle and moved in accordance withits speed.

19. The combination with a. vehicle, of propelling and retardingmechanism, a controller for operating the same to reduce the speed ofthe vehicle, and means for moving the controller to an operatingposition, including an electrical circuit on the vehicle, normally openat two places, a wayside device and means for electrifying said device,a second electrical circuit on the vehicle including an electro-magnetand means for supplying current to said second circuit from such Waysidedevice, a circuit closer operated by said elcctro-magnet and closing thefirst electrical circuit on the vehicle in one place, means for closingsuch first electrical circuit at the second place including twoterminalsspindle threads when the solenoid is energized.

21. The combination with a vehicle of pro- I pelling and retardingmechanism, a controller for operating the same to reduce the speed ofthe vehicle, and means for moving the controller to an operatingposition including a rotating threaded spindle, a solenoid secured tothe controller and provided with a toothed core adapted to engage thespindle threads when the solenoid is energized and means for energizingthe solenoid.

The combination with a vehicle, of propelling and retarding mechanism, acontroller for operating the same to reduce the speed of the vehicle,and means for moving the controller to an operating position, includinga rotating threaded spindle, a solenoid secured to the controller andprovided with a toothed core adapted to engage the spindle threads whenthe solenoid is energized and means for energizing the solenoidconsisting of a local circuit on the vehicle normally open at twoplaces, means for closing the circuit at one place, including anelectrical device on the vehicle, and track side mechanism forintermittently energizing the device, and means for closing the circuitat the second place, including a speed governor on the vehicle.

23. An apparatus for controlling the speed of amoving vehicle providedwith propelling and retarding mechanism, comprising a control deviceadapted to be moved in one direction, a connection with the propellingand retarding mechanism adapted to be actuated by the control deviceafter the latter has moved a predetermined distance, whereby when soactuated the speed of the vehicle is reduced, and means including amovable member on the vehicle adapted automatically to move such controldevice whenever the speed of the vehicle exceeds a certain limit andother danger conditions exist, in combination with means for varying theextent of the movement of the control device.

2- An apparatus for controlling the speed of a moving vehicleprovidedwith propelling and retarding mechanism, comprising a control deviceadapted to be moved in one direction, a connection with the propellingand retarding mechanism adapted to be actuated by the control deviceafter the latter has moved a predetermined distance, whereby when soactuated the speed of the vehicle is reduced, and means including amovable member on the vehicle adapted automatically to move such controldevice whenever the speed of the vehicle exceeds a certain limit andother danger conditions exist, in combination with means for varying thedistance between the initial position of the controller and its point ofcontact with the connection to the propelling and retarding mechanism.

25. An apparatus for controlling the speed of a moving vehicle providedwith propelling and retarding mechanism, com prising a control deviceadapted to be moved in one direction, a connection with the propellingand retarding mechanism adapted to be actuated by the control deviceafter the latter has moved a predetermined distance, whereby when soactuated the speed of the vehicle is reduced, and means adaptedautomatically to move such control device Whenever the speed of thevehicle exceeds a certain limit and other danger conditions exist, incombination with means to return the control device automatically to itsoriginal position Whenever the danger condition ceases to exist.

26. An apparatus for controlling the speed of a moving vehicle providedwith propelling and retarding mechanism, comprising a control deviceadapted to be moved in one direction, a connection with the pro pellingand retarding mechanism adapted to be actuated by the control deviceafter the latter has moved a predetermined distance, whereby when soactuated the speed of the vehicle is reduced, and means adaptedautomatically to move such control device whenever the speed of thevehicle exceeds a certain limit andother danger conditions exist, incombination with means to return the control device automatically to itsoriginal position whenever the speed of the vehicle is reduced below thecertain limit.

27. An apparatus for controlling the speed of a moving vehicle providedwith propelling and retarding mechanism, comprising a control deviceadapted to be moved in one direction, a connection with the propellingand retarding mechanism adapted to be actuated by the control deviceafter the latter has moved a predetermined distance, whereby when soactuated the speed of the vehicle is reduced, and means adaptedautomatically to operate such control device including a device movablymounted on the vehicle and trackside mechanism for controlling themovement of said controller by said device, in combination with meansfor varying the extent of the movement of the control device.

28. An apparatus for controlling the speed of a moving vehicle providedwith propelling and retarding mechanism, comprising a control deviceadapted to be moved in one direction, a connection with the propellingand retarding mechanism adapted to be actuated by the control deviceafter the latter has moved a predetermined distance, whereby when soactuated the speed of the vehicle is reduced, and means adaptedautomatically to operate such control device including a device movablymounted on the vehicle and trackside mechanism for controlling themovement of said controller by said device, in combination with meansfor varying the distance between the initial position of the controllerand its point of contact with the connection to the propelling andretarding mechanism.

29. An apparatus for controlling the speed of a moving vehicle providedwith propelling and retarding mechanism, comprising a control deviceadaptedto be moved in one direction, a connection with the propellingand retarding mechanism adapted to be actuated by the control deviceafter the latter has moved a predetermined distance, whereby when soactuated the speed of the vehicle is reduced, and means adaptedautomatically to operate such control device, including an electricalwayside means, means in the cab and intermittently operated by thewayside means for indicating safety or danger, and means for changingthe nature of the indication according as danger or safety conditionsexist outside of the vehicle, in combination with means to return thecontrol device automatically to its original position whenever thedanger condition ceases to exist.

30. An apparatus for controlling the speed of a moving vehicle providedwith propelling and retarding mechanism, comprising a control deviceadapted to be moved in one direction, a connection with the propellingand retarding mechanism adapted to be actuated by the control deviceafter the latter-has moved a predetermined disance, whereby when soactuated the speed of the vehicle is reduced, and means adaptedautomatically to operate such control device, including an electricalwayside means, means in the cab and intermittently operated by thewayside means for indicating safety or danger, and means for changingthe nature of the indication according as danger orsafety conditionsexist outside of the vehicle, in combination with means to return thecontrol device automatically to its original position whenever the speedof the vehicle isreduced-below a certain limit.

31. An apparatus for controlling the speed of. a moving vehicle providedwith propelling. and retarding'mechanism, comprisinga controldeviceadapted to be moved m either of two directions, a connection withthe-propelling and retarding mechanism adapted to be actuated by thecontrol device after the'latter has moved a predetermined distance ineither direction, whereby when so actuated the speed of the vehicle isreduced, and means on the vehicle for thus moving. the control device incombination with means for varying the extent of the movement of thecontrol device.

32. An apparatus for controlling the speed of a moving vehicle providedwith propelling and retarding mechanism, comprising a control deviceadapted to be moved in either of two directions, a connection with thepropelling and retarding mechanism adapted to be actuated by the controldevice after the latter has moved a predetermined distance in eitherdirection, whereby when so actuated the speed of the vehicle is reduced,and means on the vehicle for thus moving the control device. incombination with means for varying the distance between the initialposition of the controller and its point of contact with the connectionto the propelling and retarding mechanism.

33. An apparatus for controlling the speed of a moving vehicle providedwith. propelling and retarding mechanism, comprising a control deviceadapted to be moved in either of two directions, a connection with thepropelling and retarding mechanism adapted to be actuated by the controldevice after the latter has moved a predetermined distance in eitherdirection, whereby when so actuated the speed of the vehicle is reduced,and means including a device on the vehicle adapted automatically tomove such control device whenever the speed of the vehicle exceeds acertain limit and danger conditions exist, in combination with means forvarying the extent of the movement of the control device.

34. An apparatus for controlling the speedof a moving vehicle providedwith propelling and retarding mechanism, comprising a control deviceadapted to be moved in either of two directions, a connection with thepropelling and retarding mechanism adapted to be actuated by the controldevice after the latter has moved a predetermined distance in eitherdirection, whereby when so actuated the speed of the vehicle is reduced,and means including a device on the vehicle adapted automatically tomove such control device whenever the speed of the Vehicle exceeds acertain limit and danger conditions exist, in combination with means forvarying the distance between the initial position of the controller andits point of contact with the connection to the propelling and retardingmechanism.

35. An apparatus for controlling the speed of a moving vehicle providedwith propelling and retarding mechanism, comprisinga control deviceadapted to be moved in either of two directions, a connection with thepropelling and retarding mechanism adapted to be actuated by the controldevice after the latter hasmoved' a predetermined distance in eitherdirection, and means adapted automatically to move such control devicewhenever the speed of the vehicle ex- "ceeds a certain limit and thedanger conditions exist, in combination with means to return the controldevice automatically to its original position Whenever the dangercondition ceases to exist.

36. An apparatus for controlling the speed of a moving vehicle providedwith propelling and retarding mechanism, comprising a control deviceadapted to be moved in either of two directions, a connection with thepropelling and retarding mechanism adapted to be actuated by the controldevice after the latter has moved a predetermined distance in eitherdirection, and means adapted automatically to move such control devicewhenever the speed of the vehicle exceeds a certain limit and the dangerconditions exist, in combination with means to return the control deviceautomatically to its original position whenever the speed of the vehicleis reduced below the certain limit.

37. In an apparatus of the character described, the combination with avehicle having running gear and propelling and retarding means, of aspindle D rotated from the running gear of the vehicle and carrying agovernor H, a second spindle K rotating in unison with the firstspindle, a connection to the propelling and retarding mechanism of thevehicle including levers M and M, a controller L adapted to slidablymove along the spindle K to contact either one of said levers and meansfor limiting the extent of its travel.

38. In an apparatus of the character described, the combination with avehicle having running gear and steam supply mecha nism, of a spindle Drotated from the running gear of the vehicle and carrying a governor H,a second spindle K rotating in unison with the first spindle, aconnection to the steam supply mechanism of the vehicle including alever M a controller L adapted to slidably move along the spindle K tocontact with said vehicle, and means for limiting the extent of itstravel.

39. In an apparatus of the character described, the combination with avehicle having running gear and brake mechanism of a spindle D rotatedfrom the running gear of the vehicle and carrying a governor H, a

second spindle K rotating in unison with the first spindle, a connectionto the brake mechanism of the vehicle including a lever M a controller Ladapted to slidably move along the spindle K to contact with said leverand means for limiting the extent of its travel.

40. In an apparatus of the character described, the combination with avehicle having running gear and steam supply and brake mechanism, of aspindle D rotated from the running gear of the vehicle and carrying agovernor H, a second spindle K rotating in unison with the firstspindle, a connection to the steam supply and brake mechanism of thevehicle including levers M and M a controller L adapted to slidably movealong the spindle K to contact either one of said levers and means forlimiting the extent of its travel including a stop flange K on thespindle acting when the controller is moved in one direction and aspring K coiled around the spindle acting when it is moved in theopposite direction.

41. In an apparatus of the character described, the combination with avehicle having running gear and steam supply and brake mechanism, of aspindle D rotated from the running gear of the vehicle and carying agovernor H, a second spindle K rotating in unison with the firstspindle, a connection to the steam supply and brake mechanism of thevehicle including levers M and M, a controller L adapted to slidablymove along the spindle K to contact with either one of said levers andmeans for limiting the extent of its travel, in combination with meansfor automatically returning it to position when moved in eitherdirection.

42. In an apparatus of the character described, the combination with avehicle having running gear and steam supply and brake mechanism, of aspindleDrotated from the running gear of the vehicle and carrying agovernor H, a second spindle K rotating in unison with the firstspindle, a connection to the steam supply and brake mechanism of thevehicle including levers M or M*, a controller L'adapted to slidablymove along the spindle K to contact either one of said levers and meansfor limiting the extent of its travel, in combination with means forautomatically returning it to position when moved in either directionincluding the force of gravity when it has been moved upward and aspring K when it has been moved downward.

43. In an apparatus of the character described, the combination with avehicle, of a rotatable spindle K provided with threads, a controller Ladapted to slide along the spindle, a trafiie controlling device on thevehicle actuated by the controller, a toothed member carried by thecontroller and adapted to engage the threads and thereby move thecontroller when electrically energized and to disengage them whendeenergized, and means for energizing the member.

44. In an apparatus of the character described, the combination with avehicle of a rotatable spindle K provided with threads, a controller Ladapted to slide along the spindle, a trafiic controlling device on thevehicle actuated by the controller, and a toothed member carried by thecontroller and adapted to engage the threads and thereby move thecontroller when elecwhen deenergized, means for energizing the toothedmember, and means adapted automatically to return the controller to itsinitial position when the toothed member is deenergized.

45. In an apparatus of the character described, the combination with avehicle, of a rotatable spindle K provided with threads, a .controller Ladapted to slide along the spindle, a trafiic controlling device on thevehicle actuated by the controller, and a toothed member carried by thecontroller and adapted to engage the threads and thereby move thecontroller when electrically energized and to disengage them whendeenergized, means for energizing the toothed member, and means adaptedautomatically to return the controller to its initial position when thetoothed member is denergized, including a spring K".

46. In an apparatus of the character described, the combination with avehicle, of a rotatable spindle K provided with threads, a controller Ladapted to slide along the spindle, a trafiic controlling device on thevehicle actuated by the controller, and a toothed member carried by thecontroller and adapted to engage the threads and thereby move thecontroller when electrically energized and to disengage them whendeenergized, means for energizing the toothed member, means adaptedautomatically to return the controller to its initial position when thetoothed member is deenergized and means for causing such electricalenergization and deenergization carried by the vehicle.

47 In an apparatus of the character described, the combination with avehicle of a rotatable spindle K, provided with threads, a trafiiccontroller L adapted to slide along the spindle and a toothed membercarried by the controller and adapted to engage the threads whenelectrically energized and to disengage them when deenergized, means forenergizing the toothed member, and means adapted automatically to returnthe controller to its initial. position when the toothed member isdenergized, and means for causing such electrical energization anddeenergization carried by the vehicle including a local battery incircuit therewith, said circuit being normally open at two places.

48. In an apparatus of the character described, the combination with avehicle, of a rotatable spindle K provided with'threads, a controller'Ladaptedto slide along the spindle and a. toothed member carried by thecontroller and adapted to engage the threads and thereby move thecontroller when electrically energized and to disengage them whendeenergized, means adapted automatically to return the controller to itsinitial position when the toothed member is denergized, and means forcausing such electrical energization and deenergization carried by thevehicle including a local battery, a circuit including the battery, saidcircuit being normally open at two places, an armature O, a terminal 0and a relay 0, means including elements outside of the vehicle forcontrolling said relay, and two terminals J and J and. a centrifugalgovernor H co-acting therewith for closing the circuit at another place.

49. A system of speed control for a vehicle moving along a trackway,comprising means on the vehicle for governing its speed, mechanism forcontrolling the operation of the speed governing means, includ ing amovable member on the vehicle and trackside means, means jointlycontrolled by said member and trackside means for actuatin thecontrolling means when the vehicle is moving in one direction, and meansfor automatically actuating the controlling means independent of thetrackside mechanism when the vehicle is moving in an opposite directionand the member assumes a predetermined position.

50. A system of speed control for a locomotive, comprising cab-carriedcircuit controlling means governed by the movement of the locomotive andindependent of external influences, a circuit controlled thereby, agovernor adapted to be moved in accordance with the speed of thelocomotive, a speed controller in said circuit, and means governed bythe movement of the governor for closing the circuit at another point.

51. The combination with a vehicle of propelling and retardingmechanism, a controller for operating the same to reduce the speed ofthe vehicle, and means for moving the controller to an operatingposition including an electrical circuit on thevehicle normally open attwo places, and means for closing it at one place whenever thelocomotive is moved backward and means for closing it at the secondplace including a circuit closer and adevice movingthe circuit closerand operated in accordance with the speed of the vehicle.

52. The combination with a vehicle of propelling and retardingmechanism, a controller for operating the same to reduce the speed ofthe vehicle, and means for moving the controller to an operatingposition including an electrical circuit on the vehicle normally open attwo places, and means for closing it at one place whenever thelocomotive is moved backward including two terminals normally kept apartat all other times, and means for closing it at a second place includingtwo other terminals and a governor for operating the same.

53. The combination with a vehicle, of propelling and retardingmechanism, a controller for operating the same to reduce the speed ofthe vehicle, and means for moving the controller to an operatingposition, including a rotating threaded spindle, a solenoid secured tothe controller and'provided with a toothed core adapted to engage thespindle threads when the solenoid is energized, and means for energizingthe solenoid consisting of a local circuit on the vehicle normally openat two places, and means for closing the circuit at one place includinga governor on the vehicle and means for closing the circuit at anotherplace including two terminals having a contact brought about by therotation of the spindle in one direction when the locomotive is runningbackward.

54. In an apparatus of the character described, a movable controllercomprising a sleeve, a solenoid secured thereto and moving therewith, aspindle adapted to be embraced by the sleeve and means for causing amoving engagement between the spindle and the solenoid to move thecontroller and including threads on the spindle and cooperating teeth onthe core of the solenoid, and means for energizing the solenoidincluding an eleetricaLcircuit open at two places and means for closingit at one place comprising a fixed terminal and a movable terminal movedto contact with the same through the rotation of the spindle.

55. In an apparatus of the character described, a locomotive adapted tobe moved forward or backward, a spindle moved from the running gear, twoseries of threads on the spindle spirally, a speed control device forthe locomotive adapted to engage one series of the threads to move alongthe spindle when electrically energized, means for energizing thecontroller including an electric circuit and means coiiperating with oneseries of threadsfor closing the circuit at one point whenever thelocomotive is moved backward.

56. In an apparatus of the character described, a locomotive adapted tobe moved forward or backward, a spindle moved from the running gear, twoseries of threads on the spindle spirally wound in opposite directions,a speed controlling device for the locomotive adapted to engage oneseries of II the threads to move along the spindle when electricallyenergized, means for energizing the device including an electric circuitand means for closing the circuit at one point whenever the locomotiveis moved backward '0 including two terminals in the circuit and a devicefor moving them into contact actuated from the second series of threadson the spindle.

57. A system of speed control for vehicles I! moving along a trackway,comprising trafl ic controlling mechanism normally inactive, a deviceoperating in accordance with the speed of the vehicle, tracksidemechanism, means controlled by predetermined conditions in both thedevice and the trackside mechanism together, for causing the actuationof the trailie controlling mechanism, and means for automaticallycausing the actuation of the tra ic controlling mechanism by said deviceindependently of the trackside mechanism.

58. A system of speed control for. vehicles moving along a trackway,comprising traflic controlling mechanism normally inactive, a deviceoperating in accordance with the speed of the vehicle, tracksidemechanism, means controlled by predetermined conditions in both thedevice and the trackside mechanism together, for causing the actuationof the trailie controlling mechanism when the vehicle is moving in onedirection, and means for automatically causing the actuation of thetraffic controlling mechanism by said device independently of thetrackside mechanism when the vehicle is moving in an opposite direction.

59. A system of speed control for vehicles moving along a trackway,comprising trafiic controlling mechanism normally inactive, a deviceoperating in accordance with the speed of the vehicle, means under thecontrol of said device for actuating the trafiic controlling mechanismwhen the speed of the vehicle exceeds a predetermined limit, andtrackside mechanism eoacting with said actuating means for governing thecontrol thereof by the said device when the vehicle is moving in onedirection and being inactive when the vehicle is moving in an oppositedirection.

60. The combination with a locomotive adapted to move forward orbackward, of a system of speed control comprising a cab circuit,controlling elements in the circuit and means for automatically movingthe elements into contact whenever the locomotive is moved in onedirection, and means for automatically controlling the speed of thelocomotive by such circuit and elements whenever a speed limit isexceeded, said antomatic means separating the controlling elements uponthe reversal of the direction of movement of the locomotive.

61. A system of speed control for a loco motive moving along a trackway,comprising a continuous cab control mechanism and wayside mechanismintermittently cooperating with the cab control mechanism for indicatingdanger conditions, and means for automatically controlling the speed ofthe locomotive from the cab control mechanism whenever danger conditionsexist in the wayside mechanism and the speed exceeds a predeterminedlimit, in combination with means actuated from the trackside controlmechanism by the cab control mechanism to produce a visible clear signalon the cab so long as no danger conditions exist.

62. A system of speed control for a locomotive moving along a trackway,comprising a continuous cab control mechanism and wayside mechanismintermittently cooperating with the cab control mechanlsm for indicatingdanger conditions, and means for automatically controlling the speed ofthe locomotive from the cab control mechanism whenever danger conditionsexist in the wayside mechanism and the speed exceeds a predeterminedlimit, in combination with means actuated from the wayside controlmechanism by the cab control mechanism to produce a visible dangersignal on the cab whenever dan er conditions arise.

63, A system 0 speed control for a locomotive moving along a trackway,comprising a continuous cab control mechanism and wayside mechanismintermittently cooperating with the cab control mechanism for indicatingdanger conditions, and means for automatically controlling the speed ofthe locomotive from the cab control mechanism whenever danger conditionsexist in the wayside mechanism and the speed exceeds a predeterminedlimit, in combination with means actuated from the wayside controlmechanism by the cab control mechanism to produce a visible clear signalon the cab so long as no danger conditions arise and automatically tochange the clear signal to a danger signal whenever danger conditionsarise.

64. A system of speed control for a locotive moving along a trackway,comprising a continuous cab control mechanism and wayside mechanismintermittently cooperating with the cab control mechanism for indicatingdanger conditions, and. means for automatically controlling the speed ofthe locomotive from the cab control mechanism Whenever danger conditionsexist in the wayside mechanism and the speed exceeds a predeterminedlimit, in combination with means for normally indicating clear conditions, including a visible signal on the cab and a second visible signalfor indicating danger conditions whenever they arise, said means alsobeing for changing automaticallv from said visible clear signal on thecab when no danger exists to a visible danger signal when dangerconditions .arise and thereafter whenever the speed exceeds a predetermined limit'operating said controlling means toautomatically reducethe speed after the'locomotive has moved a predetermined distance. 1

65. A system of speed control for a locomotivemoving along a trackway,comprising a continuous cab control mechanism and way slde mechanismmtermittently cooperating with the cab control mechanism for indicatingdanger conditions, and means for automatically controlling the speed ofthe locomotive from the cab control mechanism whenever danger conditionsexist in the wayside mechanism and the speed exceeds a predeterminedlimit, in combination with means for normally indicating clearconditions, including a visible signal on the cab and a second visiblesignal for indicating danger conditions whenever they arise, said meansalso being for changing automatically from said visible clear signal onthe cab when no danger exists to a visible danger signal when dangerconditions arise and thereafter whenever the speed exceeds apredetermined limit operating said vcontrolling means to automaticallyreduce the speed after the locomotive has moved a'predetermined distance, and automatically restoring the controlling means to its inactivecondition when the speed is reduced to a safe limit.

66. A system of speed control for a locomotive moving along a trackway,comprising a continuous cab control mechanism and wayside mechanismintermittently cooperating with the cab control mechanism for indicatingdanger conditions, and means for automatically controlling the speed ofthe locomotive from the cab control mechanism whenever danger conditionsexist in the wayside mechanism and the speed exceeds a predeterminedlimit, in combination with means for normally indicating clearconditions, including a visible signal 'on the cab and a second visiblesignal for indicating danger conditions whenever they arise, said meansalso being for changing automatically from said visible clear signal onthe cab when no danger exists to a visible danger signal when dangerconditions arise and thereafter whenever the speed exceeds apredetermined limit operating said controlling means to automaticallyreduce the speed after the locomotive has moved a predetermined distanceand automatically restoring the controlling means to its inactivecondition when the speed is reduced and changing the visible With thespeed of the vehicle, electric .ter-

minals-adapted to be caused :to contact by the movement of the governorat such maxi-- mum speed, a separable connection between the controllerand the means by which it is moved, electrical means for controllingsaid connection, and an electric circuit including the terminals, abattery and said means.

68. In an apparatus of the character described, the combination with acontroller L adapted to actuate a rod M, a toothed core L, carried bythe controller, an electromagnet for operating the core, a spindle Krevolving with the running gear of a locomotive, and provided withthreads adapted to be engaged by such core L, a battery I) and terminalsJ and J in circuit with the electro-magnet, and a governor H having aflange H adapted when moved to a certain point to cause contact of thetwo terminals J and J80.

69. In an apparatus of the character described, the combination with acontroller L adapted to actuate a rod M a toothed core L, carried by thecontroller, an electro magnet for operating the core, a spindle K,revolving with the running gear of a locomotive, and provided withthreads adapted to be engaged by such core L, a battery I) and terminalsJ and J in circuit with the electro-magnet, and a governor H having aflange H adapted when moved to a certain point to cause contact of thetwo terminals J and J and elastic means to restore the rod M to itsoriginal position when the circuit through the terminals is broken.

70. In an apparatus of the character described, thecombination with acontroller L adapted to actuate a rod M a toothed core- L, carried bythe controller, an electromagnet for operating the core, a spindle Krevolving with the running gear of a locomotive, and provided withthreads adapted to be engaged by such core L, a battery 6 and terminalsJ and J in circuit with the electro-magnet, and a governor H having aflange H adapted when moved to a certain point to cause contact of thetwo terminals Jf and J and means for automatically restoring thecontroller to its original position whenever the speed falls below the'maximum.

71. In an apparatusof the character described, the combination with acontroller L adapted to actuate a rod 1V a toothed core L, carried bythe controller, an electromagnet for operating the core, a spindle Krevolving with the running gear of a locomotive, and provided withthreads adapted to be engaged by such core L, a battery 6 and terminalsJ and J in circuit with the electro-magnet, and a governor H having aflange H adapted when moved to a certain point to cause contact of thetwo terminals J and J and means for automatically restoring thecontroller to its original position whenever the speed falls below themaximum and contact between the terminals ceases.

72. In an apparatus of the character described, the combination with acontroller L adapted to actuate a rod M a toothed core L, carried by thecontroller, an electro-magnet for operating the core, a spindle Krevolving with the running gear of a locomotive, and provided withthreads adapted to be engaged by such core L, a battery I) and terminalsJ and J in circuit with the electro-magnet, and a governor H having aflange H adapted when moved to a certain point to cause contact of thetwo terminals J and J and means for automatically restoring thecontroller to its original position whenever the speed falls below themaximum and means to restore the rod M to its original position wheneverthe controller ceases/ to be moved.

73. In an apparatus of the character described, the combination with acontroller L adapted to actuate a rod M a toothed core L, carried by thecontroller, an electro-magnet for operating the core, a spindle Krcvolving with the running gear of a locomotive, and provided withthreads adapted to be engaged by such core L, a battery 6 and terminalsJ and J in circuit with the electro-magnet, and a governor H having aflange H adapted when moved to a certain point to cause contact of thetwo terminals J and J, and means for automatically restoring thecontroller to its original position whenever the speed falls below themaximum and means to restore the rod M to its original position wheneverthe controller ceases to be moved, consisting of a spring 0' adapted tobe compressed when the rod M is first moved.

7 4. A system of speed control for a vehicle moving along a trackwaycomprising wayside mechanism adapted to indicate danger or safeconditions for the vehicle, controlling mechanism on the vehiclecooperating intermittently with the trackside mechanism to receivedanger and safe indications therefrom, and including means forautomatically continuing said indications when out of coaction with thewayside mechanism, and means for automatically controlling the speed ofthe vehicle from the vehicle carried mechanism whenever the latter hasbeen placed in a predetermined position by the wayside mechanism and thespeed of the locomotive exceeds a predetermined limit.

75. A system of speed control for a vehicle moving along a trackway,comprising wayside mechanism adapted to indicate danger or safeconditions for the vehicle, controlling mechanism on the vehiclecooperating intermittently with the trackside mechanism to receivedanger and safe indications therefrom and including means forautomatically continuing said indications when out of coaction with thewayside mechanism, and means for automatically controlling the speed ofthe vehicle by the mechanism on the cab whenever the latter has beenplaced in

